Brake for railroad-vehicles



(No Model.)

w. P. TRIMBLE. BRAKE FOR'RAILRUAD VEHICLES.

Patented Sept. 30, 18,90.

DnUUHUnUUHUHUUUUUUDmE nected to the said operating-lever, the operat- Fig. 3 is a side elevation of the said chain,

lated support A whose flanges are bolted to UNITED I STATES PATENT OFFICE.

YVILLIAU P. TRIMBLE, OF COVINGTON, KENTUCKY.

BRAKE FOR RAILROAD-VEHICLES.

SPECIFICATION forming part of Letters Patent No. 437,531, dated September 30, 1890.

Application filed March 22, 1890.

To It whom it may concern.-

Be it known that I, \VILLIAM P. TRIMBLE, a citizen of the United States of America, and a resident of the city of Oovington,in the county of Kenton and State of Kentucky, have invented certain new and useful Improvements in Brakes for Railroad-Vehicles, of which the following is a specification.

The several features of my invention and the various advantages arising from their use, conjointly or otherwise, willbe apparent from the following description and claims.

In the accompanying drawings, making a part of this specification, and to which reference is hereby made, Figure 1 is a View of the bottom of a railroad-car and of the runninggear of the same and of the mechanism embodying my invention. combined therewith, the view being taken from the railroad-track, looking upward. Fig. 2 is a vertical central longitudinal section of the drum or receptacle which contains the cone, cups, levers, and the annular ring portion of the levers, and showing in section one ofthe levers for operating the said cups, and also showing in vertical section the ring whereby the cup is coning-shaft passing through this drum or receptacle, and the chain-pinion and the car-axle D, pinion-wheel and the chain connecting these two chain-pinions being shown in elevation. The shaft for operating the said levers is also shown in elevation in this figure.

the chain-wheel on the axle, and the chain wheel or pinion on the shaft operating the drum-cone, also showing portions of the chains which are wound upon the respective ends of the cups, and showing the main operating-bar connecting the draw-heads and provided with springs, &c. Fig. 4 is a face View of the lever I and its connections.

The draw-head at one end of the car is indicated by the letter A, and the draw-head at the other end of the car is also indicated by the same letter. The draw-bar is held longitudinally by any suitable means. One mode of support is shown and consists of the anguthe bottom of the platform of the car, sub- Serial No. 344,883. (No model.)

At the ends of the car are the usual trucks containing two, four, six, or eight wheels, as the case may be. Suitable brake-bars E, of any suitable pattern, having brake-shoes E, are present. These brake-bars may be adapted to be operated by any suitable mechanism consisting of rods or cords and levers, whereby a pull on one lever will assist in operating the brake. One other desirable system of such levers and rods and chains is shown, and is as follows:

E is a lever centrally pivoted to the center of the inside of the platform 0 of the car. One limb of this lever is pivoted to a rod E, which extends toward the right-hand end of the car, and the other end of this rod E is pivoted to the lever E pivoted at E to the adjacent brake-bar E, or a suitable connection thereof, and at its other end" pivoted to the rod E in turn pivotally connected to the brake-bar E. The other end of the central lever E is pivoted to a similar rod E extending toward the left-hand end of the car, and the left-hand end is pivotally connected to the lever E in turn having its pivotal fulcrum in the brake-bar E, or a suitable connection thereof, as shown at E The other end of the lever E is pivotally connected to the rod E extending toward the center of the car and connected to a lever E pivoted at E to its adjacent brake-barE. The other end of the lever E is pivotally connected to the rod E whose free end is connected to the stationary portion of the running car or truck. It is desirable that atone end of the lever E as, for example, E the'chain E should be connected. This chain extends to one end of the car and is there wound upon the rod E of a hand-brake, constructed in any of the well-known forms. The other'end of the lever E", as indicated here by the char acter E, is pivotally connected to a stud or rod E.

In order to enable the lever to be operated by my device, hereinafter described, it is of course necessary that my device should be connected to the levers operating the brakes, and the preferred point of connection between my improved device and the brakelever is at the point E of the central lever E This connection is made by means of the connecting link or rod E,- which, when desired, may be an extension of the rod E The right-hand end of the rod E is pivotally connected at F to the lever F. One end F of the said lever is pivotally connected to the T stationary portion of the platform or runf and the other end of these chains is wound upon the periphery of the extension Gr of the other cup G A convenient means for the attachment of said chain to the cup is a staple, such as G shown in connection with the cup-at the left-hand end of the cup in Fig. 2. A receptacle or drum L is rigidly attached to the under side of the platform of the car.

Through this receptacle there extendsa shaft J L The shaft has a belt and rotates in jourrial-bearings L L of the drum or receptacle L, one of these journal-bearings being at one end of the drum and the other at the other end of the said drum. One end of the shaft extends out beyond the end of the drum, and is there provided with a pinion J rigidly attached thereto. The teeth of this chain-pinpin J mesh with chain-belt J also engaging with the teeth of the chain-pinion J rigidly connectedto and concentric with the axle D of one of thepair of wheels of the car. The shaft J is prevented from slipping longitudinall'y, in its bearings by means of any suitable device. One description of such device is shown, and consists of the rings JJ', each of which rings being fixed to the axle by a set-screw J One of these rings lies directly inside of the journal-bearings L at one side I of the drum, and the other of these rings is located directly inside of the journal-bearing L3 at the other-end of the said drum. WVithin said drum and mounted on the shaft is a friction-wheel H, one half H representing the truncated friction-cone tapering toward the right, and the other H representing the trunshaft J would be free to revolve within the friction-wheel H without turningit were it riphery will tightly grasp the outer periphery of the cone-wheel and cause friction between the said surfaces. This cone-cup slides upon the shaft J and is provided with an extended portion G, already mentioned, for receiving one of the chains G wound thereupon. A suitable means is provided for sliding this and consists of the lever I, as shown. This lever I is at its lower end pivotally connected to the lower bottom portion of the drum L at I by means of a suitable pivot, as It. The central portion of the lever is formed into a ring, as 1 This ring I encircles a smaller ring I. This smaller rings 1 fits into agroove Or of the extension G of the cup, which groove is preferably located at or near the outer end of the extension G The extension G is loose within the ring I and can turn freely therein. The ring I is pivotally connected to the ring I of the lever I by suitable pivots, preferably such as 1 one of which is located on one side of the ring I and the other at the other side of the ring 1 each pivot I being rigidly connected to the ring I and extending through the slot 1 in the ring I of the lever I. The object of the slot in. theringl is to allow the upper end of the lever I to freely reciprocate back and forth without binding at the point where the pivot 1 passes through it from the ring 1; Thus it will beseen that the lever I is free to be reciprocated back and forth in the direction of the longitudinal axis of the shaft J, and that it carries with it the ring I by means of the pivots I and at the same time moves the cup G to which the ring I is connected, as aforementioned, also back and forth with it. At the upper side of the cone H is a similar cup G adapted to ad- Vance and frictionally engage the left-hand end of the cone-wheel H substantially in the same manner as the right-hand cup. This cup G is provided with an extension G, connected to the ring I,'in turn pivotally connected to the lever I in a manner similar to that in which the cone first named and its ring 1 and lever Iwere connected. The second leverI is pivotally connected to the drum or cylinder at the lower end of said lever by a pivotal connection, as 1 Through-theupper portion of the drum or cylinder passes the shaft K. To this shaft K the upper-ends of the levers I are connected. The upper end of the lever I is preferably bifurcated, and

the rod K passes between the prongs of the lever.

Fixed to the rod K, to the left of the righthand lever I, is a stud. or projection K and cup backward and forward upon the shaft,

IIS

asassi to the right of the left-hand lever I is a similar projection K When therodKis moved from left to right, the projection K adjacent to the right-hand lever will move the latter toward to the right hand, and when the rod K is moved from right to left the projection adjacentto the left-hand lever will move the latter toward the left hand. For the purpose of returning these rods in a contrary direction from thatin which they have been moved by the studs K any elastic agency suitably located may be employed. A preferred means consist of spiral springs K K wound around the rod K. One of these springs is at the right of the right-hand lever I and between it and the right-hand end of the receptacle L, (see Fig. 2,) and the other of these springs is at the left of the left-hand lever I and between it and the left-hand end of the recep: tacle L.

When the right-hand leverhas been moved toward the right by rod K and stud K and the rod K is then moved toward the left, the adjacent spring K will as soon as possible return the lever I toward the left hand until it reaches the adjacent stud K In like manner the left-hand spring K will return the left-hand lever I to the right after the latter, having been moved to the right by the rod K and adjacent stud K is .free to move to the right in consequence of the rod K having been moved toward the right. These springs have a tendency to keep the middle of that portion of the rod K which is between the studs K midway between the ends of the receptacle L. This rod Kis reciprocated back and forth by suitable mechanism. The preferred description of such mechanism is as follows: A right-angulated lever having arms M M united together at right angles is pivoted at the point of junction of these two arms M M by a pivot M, to the platform or drum of the car. The free end of one of these arms M M is pivoted to the end of the rod K, as,

for instance, shown in Fig.2, while the other end of the arm M is pivotally connected to a sleeve N sliding on the draw-bar, which connects the two draw-heads A. Between this sleeve N and a ring N fixed to the draw-bar, is located around the draw-rod N a spiral spring N. The draw-bar N slides through the eye N One end of this spring N is preferably connected to the ring N and the other end thereof is preferably connected to the sleeve N A spiral spring N is located around the draw-bar between the sleeve N and a ring N fixed to the draw-bar. One end of this spring is preferably connected to the sleeve N and the other end of this spring is preferably connected to the ring or connection N fixed to the draw-bar. Thus as the draw-bar is drawn from right to left the spring N will be compressed and the spring N will be strained and move the sleeve from right to left, and when the draw-bar N, is moved in the contrary direction the spring N will be compressed and the spring N will be shaft J.

be strained and move the sleeve N, to which one end of the lever M is pivoted, from left to right.

Between the right-hand friction-cup and the adjacent end of the cone is a ringJ fixed to the shaft J. Likewise between the lefthand cup and the cone is a ring J fixed to the shaft J. When the cone is moved from right to left, the right-handring J 7 prevents the adjacent right-hand cup G from following the cone all the way over and making frictional contact with it there. At the same time this ring does not prevent this righthand cup from frictional contact with the cone when the latter has been movedtoward the right. In like manner the left-hand ring J 7 performs similar functions. for the. lefthand cup.

The mode in which my invention operates is as follows: Suppose the car is pulled or pushed through the agency of the draw-heads A in the direction from left to right in Fig. 1. In overcoming the resistance of the car the draw-bar is moved from left to right a short distance, the springs A allowing such move ment of draw-heads and draw-bar. At the same time the draw-bar compresses the spring N and elongates the spring N and these in attempting to return to their normal condition-via, in attempting to rid themselves. of the compression and tension to which they are respectively subjectedmove the adjacent' end M of the angular (or bell-crank) lever M from left to right. The other end of this lever is thereby caused to move in Fig. 1 toward the top of the drawings and in Fig. 2. from right to left. This movement of the lever M M operates to draw the rod K, Fig. 2, from right to left. This causes the left-hand stud K to impinge against the upper end of the left-hand lever I and move thatleverltoward the left. The left-hand friction-cup is likewise thereby moved toward the left and out of reach of the friction-cone I-I, leaving the brakes out of contact with the wheels and the car perfectly free to move in the direction from left to right only. Whenever the pull upon the right-hand draw-head or the push upon the left-hand draw-head ceases, thenthe springs A A return the draw-bar A to its first position, and the lever M through the agency of the springs N N", is returned to its first position. This return movement of the lever M moves rod K from left to right, and thereby allows the spring K to force the left-hand lever I and its friction-cup G2 into frictional contact with the friction-cone H, which operation is immediately performed. Previous to this, and as soon as the car has started, the revolution of the car-wheel and its shaft D has, through the agency of the chain-pinions J and J and the chain-pulley, rotated the The rotation of the latter shaft has, by means of the slot H and the stud or pin J 6 therein, moved the friction-cone from right left-hand'cup G when advanced. By this frictional contact of the cone and the lefthand cup the rotary movement of the cone is imparted to this cup and the cone and cup revolve. As this cup revolves, the adjacent chain or cord G is thereby wound around the extension or sleeve G of this cup. This shortens the said chain G and draws the lever F toward the right-hand end of the car, and through the connection E heretofore described, operates the lever E and the system of brake mechanism aforementioned and applies the brake-shoes to the car-wheels. The car is thereby braked and brought to a stop. The brakes continue to press upon the wheels until the draw-bar is again operated upon in one direction or the other. Thus acar' on an incline when detached from the rest of the train would not only be brought to a stationary position, but be kept in that position until the draw-bar was again forced forward or backward. Whenever this draw-bar is now r the same direction in which the car was last moved-the lever M and rod K and left-hand cup G and sleeve'G will be moved as first hereinbefore described, the cup G being moved to the left and freeing the cup from the said cone and allowing the cup to rotate and the chain G to unwind; but if the drawbar should be moved from right to left the lever M and rod K would be moved in a direction the reverse of that first described, and the right-hand lever I and its friction-cup will be moved from left to right. This movement will afford the conean opportunity to be moved over from left to right, together with a partial revolution of the cone, and this partial revolution of the cone will relieve the pressure of the brakes upon the car-wheels. The cone has only moved a short distance from left to right, while the right-hand cup has moved a greater distance in the same direction. The cone is not in frictional contact with either cup. Hence the car is free to move until the force exerted upon the drawbar from right to left ceases. The right-hand lever I will then, through the resilient move ment of the springs N and N and the movement of the lever M and the consequent movement of the bar K from right to left, be free to move its friction-cup over and into contact with the cone. Thelatter, on account of the rotation of the shaftin a direction the reverse of that first named, has been forced from left to right through the action of the slot H and stud J", and hence is near enough said cup to make frictional contact therewith and bring the car to a standstill. This position of the parts is indicated in Fig. 2. A subsequent longitudinal movement of the draw-bar N from right to left will operate to loosen the frictional hold of the right-hand cup G upon the cone and allow the latter'to rotate and thechain G to be unwound, these operations being similar to those hereinafter described in relation to the left-hand cup, the operations, however, being reversed.

The purpose of employing the springs N N to move the lever M in response to the movement of the draw-bar is to relieve the lever M and the other brake mechanism from the injuriousshocks they might otherwise receive from the sudden movement of the said draw-bar. 1 v

The object of the double cup and cone and oblique slot is to prevent, when the car is moving in one direction, the brakes from being loosened by a pull or push upon the draw-bar in the opposite direction from that in which the car is moving.

A mechanical equivalent of the double cone centrally located between two cups would be a double-slotted cup centrally located be-.

tween two cones. Such an arrangement of parts would successfully operate in the same manner as the double cone. I purpose to make use of either of these arrangements according as one or the other arrangement may be desired. So, also, the central cones or cups may be worked by a lever, the outlying members of the clutch having the slots.

What I claim as new and of my invention,

and desire to secure by Letters Patent, is-

1. The draw-bar N, movable longitudinally and connected through elastic means to the end of the pivoted lever M M the rod K, connected to the other end of the said lever M shaft J suitably upheld and carrying double cone II, provided with slot H, containing the stud J fixed on shaft J, and the friction-cups G G each provided with the sleeve or extension G, and mechanism, substantially as described, connected to the rod K and the said cups for reciprocating the same, substantially as and for the purposes specified.

2. The draw-bar N, movable longitudinally and connected through elastic means to the end of the pivoted lever M M rod K, connected to the other end of the said lever M shaft J, suitably upheld and carrying double cone H, provided with slot 11, containing the stud J fixed on shaft J, and the frictioncups G G each provided with the sleeve or extension G, levers I I, each pivoted at I to the receptacle or support L and provided with ring 1 inclosing the ring I, pivotally connected to its friction-cup G rod K being provided with the stud K and the springs K and-means, substantially as described,whereby the rotation of the car-axle B rotates the shaft J, substantially as and for the purposes specified. I

3. The reciprocating draw-bar N and the sliding rod K and the mechanism intervening between draw-bar N and the said sliding rod for reciprocating the latter, spring K located between the right-hand lever I and the end of the receptacle L, adjacent stud K of the rod K atthe left of the said right-hand lever,

and the left-hand spring K located on the rod K between the left-hand lever I and the left-hand end of the receptacle, and the adjacent stud K located at the right of the said receptacle, receptacle L, supporting the shaft J, on which the latter slides, the double cone H, and the two friction-cups G G each provided with its extension or sleeve G, levers I, pivotally connected to the ring I, in turn loosely connected to the extension G of the friction-cups, the friction-cone I-I being provided with slot H, receiving stud J 6 of the shaft J, and chains G, respectively attached at one end to the sleeve G and at the other to the lever, connected to the brake system of the latter, shaft J receiving rotary motion by means, substantially as described, with one of the car-axles, as D, substantially as and for the purposes specified.

at. The reciprocating draw-bar N and the sliding rod K and the mechanism intervening between draw-bar N and the said sliding rod for reciprocating the latter, spring K lo cated between the right-hand lever I and the end of the receptacle L, adjacent stud K of the rod K at the left of the said right-hand lever, and the left-handspring K located on the rod K between the left-hand lever I and the left-hand end of the receptacle, and the adjacent stud K located at the right of the said lever, receptacle L, supporting the shaft J, on which the latter slides, the double cone H and the two friction-cups G G each provided with its extension or sleeve G, levers I, pivotally connected to the ring I, in turn loosely connected to the extension G of the friction-cups, the friction-cone H being provided with a slot H, receiving stud J G of the shaft J, ring J fixed to shaft J, being interposed between each friction-cup and the adj acent side of the friction-cone, and chains G, respectively attached at one end to the sleeve G and at the other to the lever connected to the brake system of the latter, shaft J receiving rotary motion by means, substantially as described, with one of the car-axles, as D, substantially as and for the purposes specified.

5. The sliding draw-bar N and the car platform or frame 0, the latter provided with eye N and the stationary point N and the sleeve N sliding upon the draw-bar N between the eye N point N, and connected to one end of the lever M spring N located between and connected to the sleeve N and the eye N and spring N located between and connected to the sleeve N and the point of connection N, lever M pivotally connected to sliding rod K, leversI I, springs for returning the said levers to position, studs K on the rod K, friction-cone H,with slot H, and the shaft J, having stud J 6 located within the said slot H, the levers I, each pivoted to the ringl, in turn respectively connected to the adjacent portions G of the friction-cups G one located on one side and the other located on the other side of thesaid friction-cone H, and chain G, connected to the brake system, and gear or pulley connections between the car-axle D and the shaft J 2 for imparting rotary motion to the latter, substantially as and for the purposes specified.

6. The double friction-cone having the oblique slot H, located partly in one incline of the cone and partly in the other incline of the cone, containing the stud J fixed to the shaft J, friction-cups G G one located in one side and the other in the other side of the said double friction-cone H, provided with sleeves J for winding thereon chains or cords, as G G, levers I I, respectively connected to the said friction-cups and for reciprocating the same, and connected by intermediate mechanism, substantially as described, with the reciprocating draw-bar N, substantially as and for the purposes specified.

7. Oar-shaft D, shaft J, connected to shaft D, operated thereby, in combination with cones H H and cups G G levers for approximating a cup and its respective cone, drawbar,and intervening mechanism,substantially as described, intervening between the drawbar and the levers, substantially as described, for operating these levers.

8. In a railroad-vehicle, and in connection with a brake and a friction-clutch composed 9 of two cups and two cones, a slot provided in either the cups or cones of said clutch, together with a pin or short thread on the said shaft working in the said slot for the purpose of shifting the same back and forth upon the shaft according to the direction in which the shaft may be revolving, and the levers for operating the other memberviz., the cups or cones not shifted by the oblique slotsubstantially as and for the purposes specified.

WVILLIAM P. TRIMBLE.

Attest:

A. L. HERRLINGER. K. SMITH. 

